US7951026B2 - Oil pressure control apparatus - Google Patents

Oil pressure control apparatus Download PDF

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US7951026B2
US7951026B2 US12/206,357 US20635708A US7951026B2 US 7951026 B2 US7951026 B2 US 7951026B2 US 20635708 A US20635708 A US 20635708A US 7951026 B2 US7951026 B2 US 7951026B2
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oil pressure
control
valve
lockup
belt
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US12/206,357
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US20090065318A1 (en
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Yoshinobu Soga
Ryoji Habuchi
Yusuke Ogata
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Toyota Motor Corp
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Toyota Motor Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0206—Layout of electro-hydraulic control circuits, e.g. arrangement of valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0021—Generation or control of line pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H2061/6604—Special control features generally applicable to continuously variable gearings
    • F16H2061/6608—Control of clutches, or brakes for forward-reverse shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members

Definitions

  • the present invention relates to an oil pressure control apparatus of a vehicle power transmission apparatus.
  • a power transmission apparatus As a power transmission apparatus provided in a vehicle, a power transmission apparatus is known that has a belt-driven continuously variable transmission in which a belt is clamped with oil pressure to transmit motive power, and a gear ratio is changed by changing a belt contact radius, and a hydraulic lockup clutch that is provided in a hydrodynamic motive power transmission apparatus provided in a motive power transmission path and directly couples a motive power source side and the belt-driven continuously variable transmission side.
  • a line oil pressure control valve that regulates a line oil pressure that becomes the source pressure for the oil pressure of various parts
  • a gearshift oil pressure control valve that regulates the line oil pressure that becomes the source pressure, and supplies a gearshift oil pressure that controls the gear ratio of the belt-driven continuously variable transmission to a driving-side pulley (primary pulley) of the belt-driven continuously variable transmission
  • a clamping oil pressure control valve that likewise regulates the line oil pressure that becomes the source pressure, and supplies a clamping oil pressure that controls belt clamping pressure of the belt-driven continuously variable transmission to a driven-side pulley (secondary pulley) of the belt-driven continuously variable transmission
  • a lockup control valve that performs switching when controlling engagement/release of the lockup clutch; and the like are provided.
  • control of the line oil pressure control valve and control of the lockup control valve are performed with one linear electromagnetic valve, by supplying a control oil pressure of the one linear electromagnetic valve to the line oil pressure control valve and the lockup control valve.
  • the control oil pressure of the linear electromagnetic valve is supplied to either one of the line oil pressure control valve and the lockup control valve.
  • JP 2000-130574A discloses technology in which only control of the line oil pressure control valve is performed with a single linear electromagnetic valve.
  • the invention provides an oil pressure control apparatus that includes a belt-driven continuously variable transmission in which a belt is clamped with oil pressure to transmit motive power, and a gear ratio is changed by changing a belt contact radius; a hydraulic lockup clutch provided in a hydrodynamic power transmission apparatus provided between a motive power source and the belt-driven continuously variable transmission, the lockup clutch directly coupling the motive power source side and the belt-driven continuously variable transmission side; a line oil pressure control valve that regulates a line oil pressure that becomes a source pressure of oil pressure of various parts; and a lockup control valve that is switched when controlling engagement/release of the lockup clutch; in which control of the line oil pressure control valve and control of the lockup control valve are performed with one electromagnetic valve, and the control of the line oil pressure control valve and the control of the lockup control valve are performed in different ranges that do not overlap each other.
  • control of regulation of the line oil pressure is performed in the control range of the line oil pressure control valve, and control of engagement/release of the lockup clutch is performed in the control range of the lockup control valve.
  • a switching valve for switching between control of the line oil pressure control valve and control of the lockup control valve or a dedicated ON-OFF electromagnetic valve for controlling that switching valve.
  • control range of the line oil pressure control valve is set to a fixed range of a control oil pressure of the electromagnetic valve, and the control range of the lockup control valve is set to a remaining range.
  • control of the line oil pressure control valve is performed with an electromagnetic valve other than the one electromagnetic valve.
  • the other electromagnetic valve may be, for example, an electromagnetic valve that controls a clamping oil pressure control valve that supplies a clamping oil pressure that controls a belt clamping pressure of the belt-driven continuously variable transmission to a driven-side pulley of the belt-driven continuously variable transmission.
  • control range of the line oil pressure control valve is set to a fixed range of the control oil pressure of the electromagnetic valve, and the control range of the lockup control valve is set to a remaining range.
  • a depressurizing valve is provided that, in the control range of the lockup control valve, can set an output oil pressure to the line oil pressure control valve to “0”. In this case, while the output oil pressure to the line oil pressure control valve is “0”, control of the lockup control valve is performed, and when the output oil pressure to the line oil pressure control valve exceeds “0”, control of the line oil pressure control valve is performed.
  • the line oil pressure control valve is configured such that, in the control range of the lockup control valve, the control oil pressure of the electromagnetic valve that contributes to control of the line oil pressure by the line oil pressure control valve is “0”. In this case, while the control oil pressure of the electromagnetic valve that contributes to control of the line oil pressure is “0”, control of the lockup control valve is performed, and when the control oil pressure of the electromagnetic valve that contributes to control of the line oil pressure exceeds “0”, control of the line oil pressure control valve is performed.
  • an oil pressure control apparatus it is possible to perform control of a line oil pressure control valve and control of a lockup control valve with a single electromagnetic valve, without providing a dedicated electromagnetic valve for switching between control of the line oil pressure control valve and control of the lockup control valve.
  • FIG. 1 shows the schematic configuration of a vehicle drive apparatus according to an embodiment.
  • FIG. 2 is a block diagram that shows an example of a control system of a power transmission mechanism of the vehicle drive apparatus in FIG. 1 .
  • FIG. 3 is a circuit diagram that shows an example of an oil pressure control circuit for controlling the power transmission mechanism of the vehicle drive apparatus in FIG. 1 .
  • FIG. 4 shows characteristics of an output oil pressure of a depressurizing valve relative to the control oil pressure of a linear solenoid valve.
  • FIG. 5 shows characteristics of a control oil pressure relative to an exciting current of a linear solenoid valve.
  • FIG. 6 shows changes in set values of a target gearshift oil pressure and a target clamping oil pressure according to a gear ratio of a belt-driven continuously variable transmission.
  • FIG. 7 shows part of an oil pressure control circuit according to another embodiment.
  • FIG. 1 shows the schematic configuration of a vehicle drive apparatus according to an embodiment.
  • the example vehicle drive apparatus shown in FIG. 1 is preferably adopted in an FF (front engine/front drive)-type vehicle.
  • This vehicle drive apparatus is provided with an engine (internal combustion engine) 10 that is a motive power source for travel, a torque converter 20 , a forward/rearward switching apparatus 30 , a belt-driven continuously variable transmission (CVT) 40 , a deceleration gear apparatus 50 , and a differential gear apparatus 60 .
  • output of the engine 10 is transmitted from the torque converter 20 to the differential gear apparatus 60 via the forward/rearward switching apparatus 30 , the belt-driven continuously variable transmission 40 , and the deceleration gear apparatus 50 , and distributed to left and right drive wheels 70 L and 70 R.
  • a power transmission mechanism is configured with, for example, the torque converter 20 , the forward/rearward switching apparatus 30 , and the belt-driven continuously variable transmission 40 .
  • the torque converter 20 is a hydrodynamic transmission apparatus that transmits motive power via a fluid, and is provided with a pump impeller 22 , that is provided integrated with a front cover 21 to which an output shaft 11 of the engine 10 is linked; and a turbine runner 23 that faces the pump impeller 22 , is provided adjacent to the inner face of the front cover 21 , and is linked to the forward/rearward switching apparatus 30 via a turbine shaft 28 .
  • the pump impeller 22 and the turbine runner 23 are provided with many blades (not shown), a spiral flow of the fluid is caused by rotation of the pump impeller 22 , and by feeding that spiral flow to the turbine runner 23 , torque is applied to cause the turbine runner 23 to rotate.
  • a stator 24 is disposed that changes the flow direction of fluid that has been fed out from the turbine runner 23 so that the fluid flows into the pump impeller 22 .
  • the stator 24 is linked to a predetermined fixed portion via a unidirectional clutch 25 .
  • the pump impeller 22 is provided with a mechanical oil pump (oil pressure source) 27 that, due to being rotationally driven by the engine 10 , generates oil pressure in order to supply working oil to various parts of an oil pressure control circuit 100 (see FIG. 3 ).
  • the torque converter 20 is provided with a lockup clutch 26 .
  • the lockup clutch 26 is disposed in parallel with an actual torque converter configured from the pump impeller 22 , the turbine runner 23 , and the stator 24 , and the lockup clutch 26 is held by the turbine runner 23 in a state facing the inner face of the front cover 21 .
  • the lockup clutch 26 is pressed against the inner face of the front cover 21 by oil pressure, and thus directly transmits torque from the front cover 21 , which is an input member, to the turbine runner 23 , which is an output member.
  • oil pressure it is possible to control the clutch amount of the lockup clutch 26 .
  • the lockup clutch 26 by controlling a differential pressure (lockup differential pressure) ⁇ P of a lockup engaging oil pressure PON supplied to an engaging-side oil pressure chamber 261 and a lockup releasing oil pressure POFF supplied to a releasing-side oil pressure chamber 262 with a lockup control valve 140 of the oil pressure control circuit 100 (see FIG. 3 ), is completely engaged, half-engaged (engagement in a slipping state), or released.
  • a differential pressure (lockup differential pressure) ⁇ P of a lockup engaging oil pressure PON supplied to an engaging-side oil pressure chamber 261 and a lockup releasing oil pressure POFF supplied to a releasing-side oil pressure chamber 262 with a lockup control valve 140 of the oil pressure control circuit 100 (see FIG. 3 )
  • the lockup clutch 26 By completely engaging the lockup clutch 26 , the front cover 21 (pump impeller 22 ) and the turbine runner 23 rotate as a single body. Also, by engaging the lockup clutch 26 in a predetermined slipping state (half-engaged state), the turbine runner 23 rotates following the pump impeller 22 with a predetermined amount of slippage during driving. On the other hand, the lockup clutch 26 is released by setting the lockup differential pressure ⁇ P to a negative value. Engagement/release of the lockup clutch 26 by the oil pressure control circuit 100 will be described below.
  • the forward/rearward switching apparatus 30 is provided with a double pinion planetary gear apparatus 31 , a forward movement clutch C 1 , and a rearward movement brake B 1 .
  • a sun gear 32 of the planetary gear apparatus 31 is linked together with the turbine shaft 28 of the torque converter 20 , and a carrier 36 is linked together with an input shaft 47 of the belt-driven continuously variable transmission 40 .
  • the carrier 36 and the sun gear 32 are selectively linked via the forward movement clutch C 1 .
  • a ring gear 33 is selectively fixed to a housing via the rearward movement brake B 1 .
  • an inside pinion gear 34 that engages with the sun gear 32 and an outside pinion gear 35 that engages with the inside pinion gear 34 and the ring gear 33 , are disposed.
  • the pinion gears 34 and 35 are held by the carrier 36 such that they can rotate and revolve.
  • the forward movement clutch C 1 and the rearward movement brake B 1 are both hydraulic friction engaging elements for travel that are engaged/released with an oil pressure actuator. Due to the forward movement clutch C 1 being engaged and the rearward movement brake B 1 being released, a state is established in which the forward/rearward switching apparatus 30 rotates as one body, and in the forward/rearward switching apparatus 30 , a forward motive power transmission path is formed. In this state, driving force in the forward direction is transmitted to the belt-driven continuously variable transmission 40 side. On the other hand, due to the rearward movement brake B 1 being engaged and the forward movement clutch C 1 being released, a rearward motive power transmission path is formed in the forward/rearward switching apparatus 30 .
  • the input shaft 47 rotates in a reverse direction relative to the turbine shaft 28 , and this driving force in the rearward direction is transmitted to the belt-driven continuously variable transmission 40 side.
  • the forward/rearward switching apparatus 30 is in neutral (a blocked state), in which motive power transmission between the engine 10 and the belt-driven continuously variable transmission 40 is blocked.
  • the forward movement clutch C 1 and the rearward movement brake B 1 are engaged/released by a manual valve 170 of the oil pressure control circuit 100 (see FIG. 3 ) being mechanically switched according to operation of a shift lever 87 (see FIG. 2 ) are both hydraulic friction engaging elements for travel that are engaged/released with an oil pressure actuator.
  • the shift lever 87 for example, is disposed to the side of a driver seat and is operated to switch by a driver.
  • the shift lever 87 is selectively operated to shift positions such as a parking position “P” for parking, a reverse position “R” for rearward travel, a neutral position “N” that blocks motive power transmission, and a drive position “D” for forward travel.
  • the belt-driven continuously variable transmission 40 transmits motive power by clamping a transmission belt 45 with oil pressure, and changes the gear ratio by changing the belt contact radius of the transmission belt 45 .
  • the belt-driven continuously variable transmission 40 includes a driving-side pulley (primary pulley) 41 provided on the input shaft 47 , a driven-side pulley (secondary pulley) 42 provided on an output shaft 48 , and the transmission belt 45 , which is made of metal and is wrapped around both of these pulleys 41 and 42 .
  • the belt-driven continuously variable transmission 40 is configured such that motive power is transmitted via frictional force between both pulleys 41 and 42 and the transmission belt 45 .
  • the driving-side pulley 41 is a variable pulley whose effective diameter is variable, and is configured from a fixed sieve 411 that has been fixed to the input shaft 47 , and a movable sieve 412 disposed on the input shaft 47 in a state in which the movable sieve 412 is slidable in only the axial direction.
  • the driven-side pulley 42 likewise is a variable pulley whose effective diameter is variable, and is configured from a fixed sieve 421 that has been fixed to the output shaft 48 , and a movable sieve 422 disposed in the output shaft 48 in a state in which the movable sieve 422 is slidable in only the axial direction.
  • an oil pressure actuator 413 for changing a V channel width between the fixed sieve 411 and the movable sieve 412 is provided in the movable sieve 412 of the driving-side pulley 41 .
  • an oil pressure actuator 423 for changing a V channel width between the fixed sieve 421 and the movable sieve 422 is provided in the movable sieve 412 of the driving-side pulley 41 .
  • an oil pressure (clamping oil pressure) POUT of the oil pressure actuator 423 of the driven-side pulley 42 is controlled such that within a range that slippage of the transmission belt 45 does not occur, a predetermined belt clamping force (frictional force) that transmits transmission torque is generated.
  • the gearshift oil pressure PIN of the oil pressure actuator 413 of the driving-side pulley 41 , and the clamping oil pressure POUT of the oil pressure actuator 423 of the driven-side pulley 42 , are each regulated according to commands from an electronic control apparatus 80 (see FIG. 2 ).
  • the gearshift oil pressure PIN is controlled to regulate the pressure with a gearshift oil pressure control valve 120 of the oil pressure control circuit 100 (see FIG. 3 ).
  • the clamping oil pressure POUT is controlled to regulate the pressure with a clamping oil pressure control valve 130 of the oil pressure control circuit 100 . Regulation of the gearshift oil pressure PIN and the clamping oil pressure POUT of the belt-driven continuously variable transmission 40 by the oil pressure control circuit 100 will be described below.
  • FIG. 2 is a block diagram that shows an example of a control system of a power transmission mechanism of the vehicle drive apparatus described above.
  • the electronic control apparatus 80 shown by way of example in FIG. 2 is provided with a CPU 801 , a ROM 802 , a RAM 803 , and a backup RAM 804 .
  • the CPU 801 performs signal processing according to a program stored in advance in the ROM 802 while employing a temporary storage function of the RAM 803 , and thus various controls are executed, such as control to regulate the gearshift oil pressure PIN and the clamping oil pressure POUT of the belt-driven continuously variable transmission 40 , control of engagement/release of the friction engaging elements for travel (the forward movement clutch C 1 and the rearward movement brake B 1 ) of the forward/reverse switching apparatus 30 , control of engagement/release of the lockup clutch 26 of the torque converter 20 , and control to regulate a line oil pressure PL that becomes a source pressure of the oil pressure of various parts.
  • various control programs, maps referred to when executing the various control programs, and the like are stored in the ROM 802 .
  • the CPU 801 executes computational processing based on the various control programs and maps stored in the ROM 802 .
  • the RAM 803 is a memory that temporarily stores the results of computational processing with the CPU 801 , data input from various sensors, and the like
  • the backup RAM 804 is a nonvolatile memory that stores data from the RAM 803 that should be saved when the engine 10 is stopped.
  • Via a bi-directional bus 807 the CPU 801 , the ROM 802 , the RAM 803 , and the backup RAM 804 are connected to each other, and also connected to an input interface 805 and an output interface 806 .
  • a lever position sensor 81 Connected to the input interface 805 are various sensors for detecting the operating state (or the state of travel) of the vehicle in which the above vehicle drive apparatus is mounted.
  • a lever position sensor 81 connected to the input interface 805 are, for example, a lever position sensor 81 , an accelerator operation amount sensor 82 , an engine revolution speed sensor 83 , an output shaft revolution speed sensor 84 that also functions as a vehicle speed sensor, an input shaft revolution speed sensor 85 , and a turbine revolution speed sensor 86 .
  • the lever position sensor 81 is provided with a plurality of ON-OFF switches that detect that the shift lever 87 has been operated to a shift position such as the parking position “P”, the reverse position “R”, the neutral position “N”, and the drive position “D”.
  • an accelerator operation member such as an accelerator pedal (accelerator operation amount)
  • a revolution speed NE of the engine 10 engine revolution speed
  • a revolution speed NOUT of the output shaft 48 of the belt-driven continuously variable transmission 40 output shaft revolution speed
  • a revolution speed NIN of the input shaft 47 of the belt-driven continuously variable transmission 40 input shaft revolution speed
  • the turbine revolution speed NT matches the input shaft revolution speed NIN during forward travel, in which state the forward movement clutch C 1 of the forward/reverse switching apparatus 30 has been engaged.
  • the output shaft revolution speed NOUT corresponds to a vehicle speed V.
  • the accelerator opening degree ⁇ ACC expresses the driver's requested amount of output.
  • Linear solenoid valves SLP, SLS, and SLT, an ON-OFF solenoid valve SL 1 , and the like of the oil pressure control circuit 100 are connected to the output interface 806 .
  • the electronic control apparatus 80 controls exciting current of the linear solenoid valves SLP, SLS, and SLT of the oil pressure control circuit 100 , and along with respectively regulating control oil pressures PSLP, PSLS, and PSLT that are output from these linear solenoid valves SLP, SLS, and SLT, switches the ON-OFF solenoid valve SL 1 of the oil pressure control circuit 100 between an ON state (excited state) and an OFF state (non-excited state).
  • control to regulate the gearshift oil pressure PIN and the clamping oil pressure POUT of the belt-driven continuously variable transmission 40 control of engagement/release of the friction engaging elements for travel of the forward/reverse switching apparatus 30 , control of engagement/release of the lockup clutch 26 , and control to regulate the line oil pressure PL, and the like are performed.
  • FIG. 3 is a circuit diagram that shows an example of an oil pressure control circuit for controlling the power transmission mechanism of the above vehicle drive apparatus.
  • the oil pressure control circuit 100 shown by way of example in FIG. 3 includes the oil pump 27 , the gearshift oil pressure control valve 120 , the clamping oil pressure control valve 130 , the lockup control valve 140 , and the manual valve 170 described above, and further includes a primary regulator valve 110 , a garage shift valve 160 , and a depressurizing valve 180 .
  • the oil pressure control circuit 100 includes the above-described linear solenoid valves SLP, SLS, and SLT, and the ON-OFF solenoid valve SL 1 , connected to the electronic control apparatus 80 . Note that with respect to the oil pressure control circuit 100 shown in FIG. 3 , a part of the oil pressure control circuit of the power transmission mechanism of the vehicle drive apparatus is schematically shown, but other than the configuration shown in FIG. 3 , the actual oil pressure control also includes unshown valves, oil paths, and the like.
  • oil pressure generated by the oil pump 27 is regulated to the line oil pressure PL that becomes the source pressure of the oil pressure of various parts by the primary regulator valve 110 .
  • the line oil pressure PL regulated by the primary regulator valve 110 is supplied via an oil path 101 to various parts of the oil pressure control circuit 100 , such as the gearshift oil pressure control valve 120 and the clamping oil pressure control valve 130 .
  • the primary regulator valve 110 is provided with a first spool 111 a and a second spool 111 b that are movable in the axial direction, and a spring 112 that serves as a biasing means that biases the first spool 111 a and the second spool 111 b in one direction.
  • the first spool 111 a provided on the upper side and the second spool 111 b provided on the lower side are both slidable in the vertical direction.
  • the primary regulator valve 110 is provided with control ports 115 a , 115 b , and 115 c , an input port 116 , and an output port 117 .
  • the spring 112 is disposed in a compressed state in a control oil pressure chamber 113 c provided on one end side (the lower end side in FIG. 3 ) of the second spool 111 b . That is, the control oil pressure chamber 113 c is a spring chamber where the spring 112 is disposed. With biasing force of the spring 112 , the second spool 111 b and the first spool 111 a are pressed against in the direction (the upper direction in FIG. 3 ) that the input port 116 and the output port 117 are blocked.
  • the control port 115 a is connected to a control oil pressure chamber 113 a provided on the other end side (the upper end side in FIG. 3 ) of the first spool 111 a . Also, the control port 115 a is connected to the oil path 101 . Via this control port 115 a , the line oil pressure PL is supplied to a control oil pressure chamber 113 a.
  • the control port 115 b is connected to a control oil pressure chamber 113 b provided between one end side of the first spool 111 a and the other end side of the second spool 111 b . Also, the control port 115 b is connected to an output port SLSb of the linear solenoid valve SLS via an oil path 102 . Via this control port 115 b , the output oil pressure (control oil pressure) PSLS of the linear solenoid valve SLS is supplied to the control oil pressure chamber 113 b.
  • the control port 115 c is connected to the above-described control oil pressure chamber 113 c . Also, the control port 115 c is connected to an output port 187 of the depressurizing valve 180 via an oil path 103 . Via this control port 115 c , an output oil pressure PCTL of the depressurizing valve 180 is supplied to the control oil pressure chamber 113 c.
  • the input port 116 is connected to the oil path 101 .
  • the line oil pressure PL is input via the input port 116 .
  • the output port 117 is connected to an unshown secondary regulator valve.
  • the first spool 111 a slides vertically according to the balance between the line oil pressure PL that is introduced to the control oil pressure chamber 113 a , and the combined force of the control oil pressure PSLS that is introduced to the control oil pressure chamber 113 b or the output oil pressure PCTL of the depressurizing valve 180 that is introduced to the control oil pressure chamber 113 c , and the biasing force of the spring 112 . While the combined force is greater than the force from the line oil pressure PL, the input port 116 and the output port 117 are blocked from each other. On the other hand, when the line oil pressure PL is greater than the combined force, the first spool 111 a moves downward in FIG.
  • the input port 116 and the output port 117 are put in communication with each other.
  • the line oil pressure PL is adjusted. Accordingly, by controlling the oil pressure of at least one of the control oil pressure PSLS of the linear solenoid valve SLS and the output oil pressure PCTL of the depressurizing valve 180 (in other words, the control oil pressure PSLT of the linear solenoid valve SLT), it is possible to control regulation of the line oil pressure PL.
  • the first spool 111 a and the second spool 111 b are formed with the same diameter. Therefore, the acting area (pressure receiving area) of the control oil pressure PSLS supplied via the control port 115 b on the first spool 111 a , the acting area (pressure receiving area) of the control oil pressure PSLS on the second spool 111 b , and the acting area (pressure receiving area) of the output oil pressure PCTL supplied via the control port 115 c on the second spool 111 b are the same.
  • the higher oil pressure among the control oil pressure PSLS introduced to the control oil pressure chamber 113 b and the output oil pressure PCTL of the depressurizing valve 180 introduced to the control oil pressure chamber 113 c contributes to the combined force described above. That is, the primary regulator valve 110 is configured to control regulation of the line oil pressure PL by selecting the higher oil pressure among the control oil pressure PSLS and the output oil pressure PCTL.
  • the primary regulator valve 110 is configured such that the first spool 111 a moves vertically separated from the second spool 111 b when the control oil pressure PSLS is higher than the output oil pressure PCTL, and the first spool 111 a and the second spool 111 b move vertically together in contact with each other as a single body when the output oil pressure PCTL is higher than the control oil pressure PSLS.
  • the higher oil pressure among the two control oil pressures PSLS and PCTL is selected automatically, so it is possible to easily control the line oil pressure PL.
  • the gearshift oil pressure control valve 120 is provided with a spool 121 that is movable in the axial direction and a spring 122 that serves as a biasing means that biases the spool 121 in one direction.
  • the gearshift oil pressure control valve 120 is configured to continuously control regulation of the line oil pressure PL that becomes the source pressure, using the output oil pressure (control oil pressure) PSLP of the linear solenoid valve SLP as a pilot pressure.
  • the oil pressure (gearshift oil pressure PIN) adjusted by the gearshift oil pressure control valve 120 is supplied to the oil pressure actuator 413 of the driving-side pulley 41 via an oil path 109 a.
  • control of regulation of the gearshift oil pressure PIN is performed by controlling the control oil pressure PSLP of the linear solenoid valve SLP. Because the above control oil pressure PSLP changes linearly according to the exciting current, a gear ratio ⁇ of the belt-driven continuously variable transmission 40 changes continuously according to this control oil pressure PSLP.
  • a gear ratio ⁇ of the belt-driven continuously variable transmission 40 changes continuously according to this control oil pressure PSLP.
  • the gear ratio ⁇ of the belt-driven continuously variable transmission 40 is changed according to the difference (deviation) between those revolution speeds.
  • the gearshift map indicates gearshift conditions, and for example, provides the relationship between the vehicle speed V and the target input shaft revolution speed, which is the target input revolution speed of the belt-driven continuously variable transmission 40 , using the accelerator opening degree ⁇ ACC as a parameter.
  • the clamping oil pressure control valve 130 is provided with a spool 131 that is movable in the axial direction and a spring 132 that serves as a biasing means that biases the spool 131 in one direction.
  • the clamping oil pressure control valve 130 is configured to continuously control regulation of the line oil pressure PL that becomes the source pressure, using the control oil pressure PSLS of the linear solenoid valve SLS as a pilot pressure.
  • the oil pressure (clamping oil pressure POUT) adjusted by the clamping oil pressure control valve 130 is supplied to the oil pressure actuator 423 of the driven-side pulley 42 via an oil path 109 b.
  • control of regulation of the clamping oil pressure POUT is performed by controlling the control oil pressure PSLS of the linear solenoid valve SLS. Because the above control oil pressure PSLS changes linearly according to the exciting current, the belt clamping pressure of the belt-driven continuously variable transmission 40 is changed continuously according to this control oil pressure PSLS.
  • the clamping oil pressure POUT of the oil pressure actuator 423 of the driven-side pulley 42 is regulated such that a necessary target gearshift oil pressure, that is set based on the vehicle state indicated by the actual gear ratio ⁇ and the accelerator opening degree ⁇ ACC from a clamping map that has been stored in advance in the ROM 802 , is obtained, and the belt clamping pressure of the belt-driven continuously variable transmission 40 is changed according to this belt clamping pressure POUT.
  • the clamping map provides the relationship between the gear ratio ⁇ and the necessary target gearshift oil pressure, using the accelerator opening degree ⁇ ACC as a parameter, and this relationship is obtained through testing in advance such that belt slippage does not occur.
  • the gearshift oil pressure PIN and the clamping oil pressure POUT are obtained by regulating the line oil pressure PL that becomes the source pressure, so it is necessary that the line oil pressure PL is at least no less than the gearshift oil pressure PIN and the clamping oil pressure POUT. Therefore, it is necessary to drive the oil pump 27 such that a line oil pressure PL is obtained that is no less than the target gearshift oil pressure and the target clamping oil pressure necessary in order to control the gear ratio ⁇ and the clamping pressure of the belt-driven continuously variable transmission 40 .
  • the necessary target gearshift oil pressure and target clamping oil pressure are set as shown in FIG. 6 , for example. FIG.
  • FIG. 6 shows an example of changes in the set values of the necessary target gearshift oil pressure and target clamping oil pressure according to the gear ratio ⁇ of the belt-driven continuously variable transmission 40 , under conditions in which the input shaft revolution speed NIN and the input torque are fixed.
  • the broken line indicates changes in the target gearshift oil pressure
  • the single-dotted chained line indicates changes in the target clamping oil pressure.
  • the target gearshift oil pressure is set higher than the target clamping oil pressure, and the difference between those oil pressures increases as the degree of acceleration increases.
  • the target gearshift oil pressure is set higher than the target clamping oil pressure, and the difference between those oil pressures increases as the degree of deceleration increases. That is, the set values of the target gearshift oil pressure and the target clamping oil pressure are reversed with the change in the gear ratio ⁇ (with the above gear ratio ⁇ 1 as the switching point).
  • the line oil pressure PL is set to be the same as or slightly higher than the target clamping oil pressure, and when the gear ratio ⁇ is lower than ⁇ 1, it is preferable to set the line oil pressure PL to be the same as or slightly higher than the target gearshift oil pressure.
  • a gear ratio of “1” is given as the specific value of the gear ratio ⁇ 1, but this is not a limitation.
  • the depressurizing valve 180 is a regulating valve that adjusts the oil pressure introduced to the control oil pressure chamber 113 c of the primary regulator valve 110 .
  • the depressurizing valve 180 is provided between the primary regulator valve 110 and the linear solenoid valve SLT.
  • the depressurizing valve 180 is provided with a spool 181 that is movable in the axial direction and a spring 182 that serves as a biasing means that biases the spool 181 in one direction. In FIG. 3 , the spool 181 is slidable in the vertical direction.
  • the depressurizing valve 180 is provided with a control port 185 , an input port 186 , an output port 187 , a feedback port 188 , and a drain port 189 .
  • the spring 182 is disposed in a compressed state in a spring chamber 184 provided on one end side of the spool 181 (the lower end side in FIG. 3 ). With biasing force of the spring 182 , the spool 181 is pressed against in the direction (the upper direction in FIG. 3 ) that the input port 186 and the output port 187 are blocked.
  • the control port 185 is connected to a control oil pressure chamber 183 provided on the other end side (the upper end side in FIG. 3 ) of the spool 181 .
  • the control port 185 is connected to an output port SLTb of the linear solenoid valve SLT via an oil path 104 . Via this control port 185 , the output oil pressure (control oil pressure) PSLT of the linear solenoid valve SLT is supplied to the control oil pressure chamber 183 .
  • the input port 186 is connected to an unshown first modulator valve.
  • a first modulator oil pressure PM 1 regulated by the first modulator valve using the line oil pressure PL as the source pressure is input via the input port 186 .
  • the output port 187 is connected to the control port 115 c of the primary regulator valve 110 via the oil path 103 described above.
  • the oil pressure (the output oil pressure PCTL) that has been depressurized with the depressurizing valve 180 is output from the output port 187 .
  • the feedback port 188 is connected to the spring chamber 184 . Also, the feedback port 188 is connected to the oil path 103 . The same oil pressure as the output oil pressure PCTL is supplied to the spring chamber 184 via the feedback port 188 .
  • the spool 181 slides vertically according to the balance between the control oil pressure PSLT that is introduced to the control oil pressure chamber 183 , and the combined force of the output oil pressure PCTL that is introduced to the spring chamber 184 and the biasing force of the spring 182 .
  • the spool 181 while the biasing force of the spring 182 is greater than the force from the control oil pressure PSLT, the spool 181 is in a state fixed to the other end side, and so the input port 186 and the output port 187 are blocked from each other.
  • the output oil pressure PCTL is not introduced to the spring chamber 184 and the control oil pressure chamber 113 c of the primary regulator valve 110 , and the drain port 189 and the output port 187 are in communication, so the oil pressure here is zero.
  • the output oil pressure PCTL is a pressure that has been depressurized relative to the control oil pressure PSLT of the linear solenoid valve SLT by an oil pressure that corresponds to the biasing force of the spring 182 .
  • the linear solenoid valve SLT can be used not only for controlling regulation of the line oil pressure PL, but also for controlling engagement/release of the lockup clutch 26 .
  • the manual valve 170 is a switching valve that switches the supply of oil pressure to the forward movement clutch C 1 and the rearward movement brake B 1 of the forward/rearward switching apparatus 30 according to operation of the shift lever 87 .
  • the manual valve 170 is switched corresponding to the shift positions of the shift lever 87 , such as the parking position “P”, the reverse position “R”, the neutral position “N”, and the drive position “D”.
  • the garage shift valve 160 is a switching valve that, during garage shifting, switches the oil path corresponding to a state of engagement transition or a state of engagement (a state of complete engagement) of the friction engaging elements for travel (the forward movement clutch C 1 and the rearward movement brake B 1 ) of the forward/reverse switching apparatus 30 .
  • the oil pressure supplied to the oil pressure servo of the forward movement clutch C 1 is switched between an engagement transition oil pressure that corresponds to the state of engagement transition and an engagement holding oil pressure that corresponds to the state of complete engagement.
  • the oil pressure supplied to the oil pressure servo of the rearward movement brake B 1 is switched between the engagement transition oil pressure that corresponds to the state of engagement transition and the engagement holding oil pressure that corresponds to the state of complete engagement. Note that below, as a representative example, a case will be described in which the oil pressure supplied to the oil pressure servo of the forward movement clutch C 1 is switched by the garage shift valve 160 .
  • the garage shift valve 160 is configured such that when the forward movement clutch C 1 is in the state of engagement transition, the garage shift valve 160 is switched to the control position shown in the left half in FIG. 3 , and when the forward movement clutch C 1 is in the state of complete engagement, the garage shift valve 160 is switched to the normal position shown in the right half in FIG. 3 . Switching of the garage shift valve 160 is performed by controlling the output oil pressure (control oil pressure) of the ON-OFF solenoid valve SL 1 .
  • the garage shift valve 160 is provided with a spool 161 that is movable in the axial direction and a spring 162 that serves as a biasing means that biases the spool 161 in one direction.
  • the spool 161 is provided so as to be slidable vertically in FIG. 3 .
  • the spring 162 is disposed in a compressed state in a spring chamber 164 provided on one end side (the bottom end side in FIG. 3 ) of the spool 161 . Due to the biasing force of the spring 162 , the spool 161 is pressed against in the direction (upward in FIG. 3 ) that holds the garage shift valve 160 in the aforementioned normal direction.
  • the garage shift valve 160 is provided with a control port 165 , input ports 166 a and 166 b , an output port 167 , and a drain port 169 .
  • the control port 165 c is connected to a control oil pressure chamber 163 that is provided on the other end side (the upper end side in FIG. 3 ) of the spool 161 . Also, the control port 165 is connected to an output port SL 1 b of the ON-OFF solenoid valve SL 1 . Control oil pressure of the ON-OFF solenoid valve SL 1 is supplied to the control oil pressure chamber 163 via the control port 165 .
  • the input port 166 a is connected to an unshown second modulator valve.
  • a second modulator oil pressure PM 2 regulated by a second modulator valve using the line oil pressure PL as the source pressure is input via the input port 166 a .
  • the input port 166 b is connected to an output port SLTc of the linear solenoid valve SLT via an oil path 105 .
  • the control oil pressure PSLT of the linear solenoid valve SLT is input via the input port 166 b .
  • the second modulator valve is provided on the downstream side of the primary regulator valve 110
  • the first modulator valve is provided on the downstream side of the second modulator valve.
  • the second modulator oil pressure PM 2 is set higher than the first modulator oil pressure PM 1 .
  • the output port 167 is connected to the input port 176 of the manual valve 170 via an oil path 107 .
  • the drain port 169 is connected to the spring chamber 164 .
  • the ON-OFF solenoid valve SL 1 is provided as a control valve for performing switching of the garage shift valve 160 .
  • the ON-OFF solenoid valve SL 1 is configured to switch between the ON state and the OFF state according to commands sent from the electronic control apparatus 80 . It is possible to use a normally closed-type electromagnetic valve as described below as the ON-OFF solenoid valve SL 1 , and a configuration may also be adopted in which a normally open-type electromagnetic valve is used. Also note that instead of the ON-OFF solenoid valve SL 1 , it is possible to use a linear-type electromagnetic valve, a duty-type electromagnetic valve, a three-way valve-type electromagnetic valve, or the like as the control valve for performing switching of the garage shift valve 160 .
  • the ON-OFF solenoid valve SL 1 when the ON-OFF solenoid valve SL 1 is in the ON state, in which electric power is turned on, a predetermined control oil pressure is output from the output port SL 1 b , and that control oil pressure is supplied to the garage shift valve 160 . With that control oil pressure, the spool 161 moves downward against the biasing force of the spring 162 . Thus, the garage shift valve 160 is held in the control position.
  • the ON-OFF solenoid valve SL 1 when the ON-OFF solenoid valve SL 1 is in the OFF state, in which electric power is not turned on, output of that control oil pressure is stopped. With that biasing force of the spring 162 , the spool 161 moves upward. Thus, the garage shift valve 160 is held in the normal position.
  • the first modulator oil pressure PM 1 regulated by the first modulator valve is introduced to the ON-OFF solenoid valve SL 1 via an input port SL 1 a.
  • the ON-OFF solenoid valve SL 1 is controlled to the ON state during a state of engagement transition of the forward movement clutch C 1 of the forward/reverse switching apparatus 30 , i.e., from when the engagement operation of the forward movement clutch C 1 begins until the forward movement clutch C 1 reaches the state of complete engagement.
  • control oil pressure of the ON-OFF solenoid valve SL 1 is introduced to the control oil pressure chamber 163 via the control port 165 , and thus the garage shift valve 160 is held in the control position.
  • the input port 166 b and the output port 167 are in communication.
  • the input port 176 and the output port 177 of the manual valve 170 are in communication, so due to the input port 166 b and the output port 167 being in communication, the control oil pressure PSLT of the linear solenoid valve SLT is supplied to the oil pressure servo of the forward movement clutch C 1 . Accordingly, when the forward movement clutch C 1 is in the state of engagement transition, the engagement transition oil pressure supplied to the oil pressure servo is the control oil pressure PSLT. Thus, engagement transition of the forward movement clutch C 1 is controlled by the linear solenoid valve SLT.
  • the control oil pressure PSLT of the linear solenoid valve SLT serving as the engagement transition oil pressure changes linearly according to the exciting current (see FIG. 5 ), during garage shifting, smooth engagement of the forward movement clutch C 1 is possible, so it is possible to suppress a shock that accompanies engagement of the forward movement clutch C 1 .
  • the ON-OFF solenoid valve SL 1 is controlled to the OFF state during a state of complete engagement in which the forward movement clutch C 1 is completely engaged (for example, during regular travel or the like).
  • supply of the control oil pressure of the ON-OFF solenoid valve SL 1 to the control oil pressure chamber 163 is stopped, so the garage shift valve 160 is held in the normal position.
  • the input port 166 a and the output port 167 are in communication.
  • the input port 176 and the output port 177 of the manual valve 170 are in communication, so due to the input port 166 a and the output port 167 being in communication, the second modulator oil pressure PM 2 is supplied to the oil pressure servo of the forward movement clutch C 1 .
  • the engagement holding oil pressure supplied to the oil pressure servo is the second modulator oil pressure PM 2 .
  • the second modulator oil pressure PM 2 is set to a fixed pressure (clutch pressure) that is no less than the control oil pressure PSLT, so it is possible to reliably hold the forward movement clutch C 1 in the state of complete engagement.
  • the ON-OFF solenoid valve SL 1 is controlled to the OFF state, and the garage shift valve 160 is held in the normal position.
  • the manual valve 170 is being switched corresponding to a position of the shift lever 87 other than a travel position such as the drive position “D”, the input port 176 and the output port 177 of the manual valve 170 are blocked from each other, so the second modulator oil pressure PM 2 is not supplied to the oil pressure servo of the forward movement clutch C 1 .
  • the lockup control valve 140 controls engagement/release of the lockup clutch 26 .
  • Control of the lockup differential pressure ⁇ P by the lockup control valve 140 is performed by controlling the control oil pressure PSLT of the linear solenoid valve SLT.
  • the lockup control valve 140 is provided with a spool 141 that is movable in the axial direction and a spring 142 that serves as a biasing means that biases the spool 141 in one direction.
  • the spool 141 is slidable in the vertical direction.
  • the spring 142 is disposed in a compressed state in a spring chamber 144 provided on one end side of the spool 141 (the lower end side in FIG. 3 ). With biasing force of the spring 142 , the spool 141 is pressed against in the direction (the upper direction in FIG. 3 ) that the lockup control valve 140 is held in the OFF position shown in the left half in FIG. 3 .
  • the lockup control valve 140 is provided with a control port 145 a , a backup port 145 b , input ports 146 a and 146 b , a releasing-side port 147 a , an engaging-side port 147 b , a feedback port 148 , and drain ports 149 a and 149 b.
  • the control port 145 a is connected to a control oil pressure chamber 143 provided on the other end side (the upper end side in FIG. 3 ) of the spool 141 .
  • the control port 145 a is connected to an output port SLTc of the linear solenoid valve SLT via the oil path 105 .
  • the control oil pressure PSLT of the linear solenoid valve SLT is supplied to the control oil pressure chamber 143 via this control port 145 a.
  • the backup port 145 b is connected to the spring chamber 144 . Also, the backup port 145 b is connected to the output port SL 1 b of the ON-OFF solenoid valve SL 1 via an oil path 108 . The control oil pressure of the ON-OFF solenoid valve SL 1 is supplied to the spring chamber 144 via the backup port 145 b.
  • the input ports 146 a and 146 b are each connected to an unshown secondary regulator valve, which is connected to the output port 117 of the primary regulator valve 110 .
  • a secondary oil pressure PSEC that has been regulated by the secondary regulator valve is input via the input ports 146 a and 146 b.
  • the releasing-side port 147 a is connected to the releasing-side oil pressure chamber 262 of the lockup clutch 26 via an oil path 106 a .
  • the engaging-side port 147 b is connected to the engaging-side oil pressure chamber 261 of the lockup clutch 26 via an oil path 106 b.
  • the feedback port 148 is connected to the spring chamber 144 . Also, the feedback port 148 is connected to the oil path 106 b . The same oil pressure as the lockup engaging oil pressure PON is supplied to the spring chamber 144 via the feedback port 148 .
  • the input port 146 b and the engaging-side port 147 b are in communication, and the releasing-side port 147 a and the drain port 149 a are in communication.
  • the lockup clutch 26 is in a completely engaged state.
  • the spool 141 slides vertically according to the balance of the combined force of the control oil pressure PSLT that is introduced to the control oil pressure chamber 143 and the lockup releasing oil pressure POFF that acts on the releasing-side port 147 a , and the combined force of the lockup engaging oil pressure PON that is introduced to the spring chamber 144 and the biasing force of the spring 142 .
  • the lockup clutch 26 is engaged according to the lockup differential pressure ⁇ P.
  • Control of the lockup differential pressure ⁇ P is performed by controlling the control oil pressure PSLT of the linear solenoid valve SLT. Because the above control oil pressure PSLT changes linearly according to the exciting current (see FIG. 5 ), it is possible to continuously adjust the lockup differential pressure ⁇ P. Along with this, it is possible to continuously change the degree of engagement (clutch capacity) of the lockup clutch 26 according to the lockup differential pressure ⁇ P.
  • the lockup differential pressure ⁇ P increases, and thus the degree of engagement of the lockup clutch 26 increases.
  • the working oil from the aforementioned secondary regulator valve is supplied to the engaging-side oil pressure chamber 261 of the lockup clutch 26 via the input port 146 b , the engaging-side port 147 b , and the oil path 106 b .
  • the working oil of the releasing-side oil pressure chamber 262 is discharged via the oil path 106 a , the releasing-side port 147 a , and the drain port 149 a .
  • the lockup differential pressure ⁇ P decreases, and thus the degree of engagement of the lockup clutch 26 decreases.
  • the working oil from the aforementioned secondary regulator valve is supplied to the releasing-side oil pressure chamber 262 via the input port 146 a , the releasing-side port 147 a , and the oil path 106 a .
  • the working oil of the engaging-side oil pressure chamber 261 is discharged via the oil path 106 b , the engaging-side port 147 b , and the drain port 149 b .
  • the lockup differential pressure ⁇ P becomes a negative value, the lockup clutch 26 is in a released state.
  • the lockup control valve 140 enters a state (OFF state) in which, as shown in the left half in FIG. 3 , the spool 141 moves upward due to the biasing force of the spring 142 , and is held at its original position.
  • the input port 146 a and the releasing-side port 147 a are in communication, and the engaging-side port 147 b and the drain port 149 b are in communication.
  • the lockup clutch 26 is in a released state.
  • the control oil pressure of the ON-OFF solenoid valve SL 1 is introduced to the spring chamber 144 . Due to the control oil pressure of the ON-OFF solenoid valve SL 1 , force in the same direction as the biasing force of the spring 142 is applied to the spool 141 , so regardless of whether or not the control oil pressure PSLT of the linear solenoid valve SLT is supplied to the control oil pressure chamber 143 , the lockup control valve 140 is held in the OFF state shown in the left half in FIG. 3 . This is accompanied by the lockup clutch 26 being forcible released.
  • control oil pressure of the ON-OFF solenoid valve SL 1 is smaller than the maximum value of the control oil pressure PSLT, for example, by setting the acting area (pressure receiving area) of the control oil pressure of the ON-OFF solenoid valve SL 1 on the spool 141 to be larger than the acting area (pressure receiving area) of the control oil pressure PSLT on the spool 141 , it is possible to reliably return the lockup clutch 26 to the released state.
  • the linear solenoid valves SLT, SLP, and SLS are, for example, normally open-type electromagnetic valves. That is, when electrical power is not turned on, the input port and the output port are in communication, and oil pressure that has been input is output from the output port as a control oil pressure.
  • regulation of oil pressure that has been input from the input port is controlled according to the exciting current determined by a duty signal sent from the electronic control apparatus 80 , and this oil pressure is output from the output port as a control oil pressure. In this case, regulation is controlled such that the control oil pressure decreases as the exciting current increases.
  • the exciting current is at least a predetermined value
  • the control oil pressure is “0”, and output of the control oil pressure is stopped.
  • control oil pressure PSLT of the linear solenoid valve SLT changes linearly according to the exciting current.
  • control oil pressures PSLP and PSLS of the linear solenoid valves SLP and SLS also change linearly according to the exciting current. Note that a configuration may be adopted in which a normally closed-type electromagnetic valve is used as the linear solenoid valves SLT, SLP, and SLS.
  • the linear solenoid valve SLT is provided in order to perform control of regulation of the line oil pressure PL, control of engagement/release of the lockup clutch 26 , and control of engagement transition of the forward movement clutch C 1 (control of engagement transition oil pressure).
  • a configuration may also be adopted in which instead of the linear solenoid valve SLT, a duty-type electromagnetic valve is used as a control valve for performing these controls.
  • the second modulator oil pressure PM 2 that has been regulated by the second modulator valve is introduced to the linear solenoid valve SLT via an input port SLTa.
  • the second modulator oil pressure PM 2 is output as the control oil pressure PSLT, and when electrical power is turned on, oil pressure obtained by linearly controlling regulation of the second modulator oil pressure PM 2 according to the exciting current is output as the control oil pressure PSLT.
  • the control oil pressure PSLT to be output from the output port SLTb is supplied to the depressurizing valve 180 via the oil path 104 .
  • Control of regulation of the line oil pressure PL is not performed based directly on the control oil pressure PSLT, but rather, is performed based on the output oil pressure PCTL that has been depressurized by the depressurizing valve 180 according to that control oil pressure PSLT.
  • the control oil pressure PSLT to be output from the output port SLTc is supplied to the lockup control valve 140 and to the garage shift valve 160 via the oil path 105 . Control of engagement/release of the lockup clutch 26 , and control of engagement transition of the forward movement clutch C 1 , are performed based on the control oil pressure PSLT.
  • the linear solenoid valve SLP is provided in order to control regulation of the gearshift oil pressure PIN of the belt-driven continuously variable transmission 40 .
  • a configuration may also be adopted in which instead of the linear solenoid valve SLP, a duty-type electromagnetic valve is used as an electromagnetic valve for controlling regulation of the gearshift oil pressure PIN.
  • the second modulator oil pressure PM 2 that has been regulated by the second modulator valve is introduced to the linear solenoid valve SLP via an input port SLPa.
  • the second modulator oil pressure PM 2 is output as the control oil pressure PSLP
  • oil pressure obtained by linearly controlling regulation of the second modulator oil pressure PM 2 according to the exciting current is output as the control oil pressure PSLP.
  • the control oil pressure PSLP to be output from the output port SLPb is supplied to the gearshift oil pressure control valve 120 . Control of regulation of the gearshift oil pressure PIN of the belt-driven continuously variable transmission 40 is performed based on this control oil pressure PSLP.
  • the linear solenoid valve SLS is provided in order to control regulation of the line oil pressure PL, and to control regulation of the clamping oil pressure POUT of the belt-driven continuously variable transmission 40 .
  • a configuration may also be adopted in which instead of the linear solenoid valve SLS, a duty-type electromagnetic valve is used as an electromagnetic valve for performing these controls.
  • the second modulator oil pressure PM 2 that has been regulated by the second modulator valve is introduced to the linear solenoid valve SLS via an input port SLSa.
  • the second modulator oil pressure PM 2 is output as the control oil pressure PSLS
  • oil pressure obtained by linearly controlling regulation of the second modulator oil pressure PM 2 according to the exciting current is output as the control oil pressure PSLS.
  • the control oil pressure PSLS to be output from the output port SLSb is supplied to the primary regulator valve 110 and the clamping oil pressure control valve 130 via the oil path 102 . Control of regulation of the line oil pressure PL and control of regulation of the clamping oil pressure POUT of the belt-driven continuously variable transmission 40 are performed based on this control oil pressure PSLS.
  • control of regulation of the line oil pressure PL, control of engagement/release of the lockup clutch 26 , and control of engagement transition of the forward movement clutch C 1 are performed with a single electromagnetic valve (the linear solenoid valve SLT).
  • the control range of control of regulation of the line oil pressure PL (line oil pressure control range) and the control range of control of engagement/release of the lockup clutch 26 (lockup control range) by the linear solenoid valve SLT are respectively set. That is, control of regulation of the line oil pressure PL and control of engagement/release of the lockup clutch 26 are not performed at the same time.
  • Control of engagement transition of the forward movement clutch C 1 by the linear solenoid valve SLT is performed when the ON-OFF solenoid valve SL 1 is in the ON state, and is not performed when the ON-OFF solenoid valve SL 1 is in the OFF state.
  • the line oil pressure control range and the lockup control range will be described with reference to FIGS. 4 and 5 .
  • the ON-OFF solenoid valve SL 1 is in the OFF state.
  • the above-described control is performed to forcibly release the lockup clutch 26 , and control of engagement/release of the lockup clutch 26 is not performed.
  • a line oil pressure control region X 1 and a lockup control region X 2 are set, and relative to the control oil pressure PSLT of the linear solenoid valve SLT, a line oil pressure control region Y 1 and a lockup control region Y 2 are set.
  • the line oil pressure control range X 1 (Y 1 ) and the lockup control range X 2 (Y 2 ) are set in different regions that do not overlap each other.
  • the line oil pressure control range X 1 (Y 1 ) and the lockup control range X 2 (Y 2 ) are separated with a switching point X 3 (Y 3 ) as a border.
  • the line oil pressure control range X 1 is set in a range where the exciting current applied to the linear solenoid valve SLT is smaller than at the switching point X 3
  • the lockup control range X 2 is set in a range where the exciting current applied to the linear solenoid valve SLT is larger than at the switching point X 3
  • the line oil pressure control range Y 1 is set in a range where the control oil pressure PSLT of the linear solenoid valve SLT is larger than at the switching point Y 3
  • the lockup control range Y 2 is set in a range where the control oil pressure PSLT of the linear solenoid valve SLT is smaller than at the switching point Y 3 .
  • the minimum value of the control oil pressure PSLT is “0”, and the maximum value of the control oil pressure PSLT is PSLTmax.
  • Such setting of the line oil pressure control range X 1 (Y 1 ) and the lockup control range X 2 (Y 2 ) is performed by the depressurizing valve 180 provided between the linear solenoid valve SLT and the primary regulator valve 110 .
  • the output oil pressure PCTL of the depressurizing valve 180 is set to “0”, so the output oil pressure PCTL is not introduced to the control oil pressure chamber 113 c of the primary regulator valve 110 .
  • only control of engagement/release of the lockup clutch 26 is performed based on the control oil pressure PSLT; control of regulation of the line oil pressure PL is not performed based on the control oil pressure PSLT.
  • control of regulation of the line oil pressure PL is performed based on the control oil pressure PSLS of the linear solenoid valve SLS, so in the lockup control region X 2 (Y 2 ), a condition in which regulation of the line oil pressure PL is not controlled is prevented from occurring.
  • the region where the control oil pressure PSLT is no greater than the pressure (W 1 /S 1 ) from the biasing force of the spring 182 is set as the lockup control region X 2 (Y 2 ).
  • the switching point X 3 (Y 3 ) corresponds to when the control oil pressure PSLT is equal to the pressure (W 1 /S 1 ) from the biasing force of the spring 182 , and in this case, the output oil pressure PCTL of the depressurizing valve 180 is “0”.
  • the size (width) of the lockup control range X 2 (Y 2 ) is set according to the pressure (W 1 /S 1 ) from the biasing force of the spring 182 .
  • the switching point X 3 (Y 3 ) is set to smaller values of the exciting current (larger values of the control oil pressure PSLT), and as a result, the lockup control range X 2 (Y 2 ) is set larger.
  • control oil pressure PSLT exceeds the pressure (W 1 /S 1 ) from the biasing force of the spring 182
  • the output oil pressure PCTL of the depressurizing valve 180 is introduced to the control oil pressure chamber 113 c of the primary regulator valve 110 .
  • control of regulation of the line oil pressure PL is performed based on the highest oil pressure among the output oil pressure PCTL and the control oil pressure PSLS of the linear solenoid valve SLS.
  • the region where the control oil pressure PSLT is at least as large as the pressure (W 1 /S 1 ) from the biasing force of the spring 182 is set as the line oil pressure control region X 1 (Y 1 ).
  • the size (width) of the line oil pressure control range X 1 (Y 1 ) is set according to the pressure (W 1 /S 1 ) from the biasing force of the spring 182 .
  • the switching point X 3 (Y 3 ) is set to larger values of the exciting current (smaller values of the control oil pressure PSLT), and as a result, the line oil pressure control range X 1 (Y 1 ) is set larger.
  • a configuration may be adopted in which a state in which the spool 141 has moved downward as much as possible is obtained at the switching point X 3 (Y 3 ), and a configuration may be adopted in which a state in which the spool 141 has already moved downward as much as possible is obtained in the lockup control range X 2 (Y 2 ).
  • the line oil pressure PL when the gear ratio ⁇ is higher than ⁇ 1 (see FIG. 6 ), it is preferable to set the line oil pressure PL to be the same as or slightly higher than the target clamping oil pressure, and in this case, by controlling regulation of the line oil pressure PL based on the control oil pressure PSLS of the linear solenoid valve SLS, it is possible to suppress driving failure of the oil pump 27 .
  • the line oil pressure PL is set to be the same as or slightly higher than the target gearshift oil pressure, and in this case, by controlling regulation of the line oil pressure PL based on the output oil pressure PCTL of the depressurizing valve 180 (the control oil pressure PSLT of the linear solenoid valve SLT), it is possible to suppress driving failure of the oil pump 27 .
  • the line oil pressure control range is set to a range that is a part of the control oil pressure PSLT of the linear solenoid valve SLT (the exciting current applied to the linear solenoid valve SLT), and the lockup control range is set to the range of the remaining part, but this is not a limitation, as long as the line oil pressure control range and the lockup control range are set to ranges that do not overlap each other.
  • a configuration may be adopted in which the line oil pressure control range and the lockup control range are set to ranges such that control of regulation of the line oil pressure PL and control of engagement/release of the lockup clutch 26 are not performed at the same time.
  • a configuration may be adopted in which, when the line oil pressure control range is set to a range that is a part of the control oil pressure PSLT of the linear solenoid valve SLT, of the range of the remaining part, that entire part is not set as the lockup control range, but rather, of the range of that remaining part, only a part is set as the lockup control range.
  • a configuration may be adopted in which a hysteresis of a predetermined width is provided at the border between the line oil pressure control range and the lockup control range.
  • This primary regulator valve 210 is provided with a first spool 211 a and a second spool 211 b that are movable in the axial direction, and a first spring 212 a and a second spring 212 b that serve as a biasing means.
  • the first spool 211 a provided on the upper side and the second spool 211 b provided on the lower side are both slidable in the vertical direction.
  • the primary regulator valve 210 is provided with control ports 215 a , 215 b , 215 c , and 215 d , an input port 216 , and an output port 217 .
  • the first spring 212 a and the second spring 212 b are provided in a control oil pressure chamber 213 b provided between one end side of the first spool 211 a (the lower end side in FIG. 7 ) and another end side of the second spool 211 b (the upper end side in FIG. 7 ).
  • the first spring 212 a is provided in a compressed state between the first spool 211 a and the second spool 211 b .
  • the second spring 212 b is provided in a compressed state between the other end side of the second spool 211 b and a valve body. With biasing force of the second spring 212 b , the second spool 211 b is pressed against toward the one end side.
  • the control port 215 a is connected to a control oil pressure chamber 213 a provided on the other end side of the first spool 211 a . Also, the control port 215 a is connected to an oil path 101 ′. Via this control port 215 a , the line oil pressure PL is supplied to the control oil pressure chamber 213 a .
  • the control port 215 b is connected to the above-described control oil pressure chamber 213 b .
  • the control port 215 c is connected to a control oil pressure chamber 213 c provided between the second spool 211 b and the valve body.
  • the control ports 215 b and 215 c are each connected to the output port SLSb of the linear solenoid valve SLS via an oil path 102 ′.
  • the control oil pressure PSLS of the linear solenoid valve SLS is supplied to the control oil pressure chambers 213 b and 213 c respectively via the control ports 215 b and 215 c.
  • the control port 215 d is connected to a control oil pressure chamber 213 d provided at the one end side of the second spool 211 b . Also, the control port 215 d is connected to the output port SLTb of the linear solenoid valve SLT via an oil path 103 ′. The control oil pressure PSLT of the linear solenoid valve SLT is supplied to the control oil pressure chamber 213 d via this control port 215 d .
  • the input port 216 is connected to the oil path 101 ′.
  • the line oil pressure PL is input via the input port 116 .
  • the output port 217 is connected to an unshown secondary regulator valve.
  • the control oil pressure PSLT of the linear solenoid valve SLT that is supplied to the control oil pressure chamber 213 d is no more than the load of the second spring 212 b , the control oil pressure PSLT does not contribute to controlling regulation of the line oil pressure PL.
  • the control oil pressure PSLT increases when the control oil pressure PSLT exceeds the load of the second spring 212 b , the control oil pressure PSLT contributes to controlling regulation of the line oil pressure PL.
  • oil pressure that has been depressurized relative to the control oil pressure PSLT by an oil pressure that corresponds to the biasing force of the second spring 212 b contributes to controlling regulation of the line oil pressure PL.
  • control oil pressure PSLT that contributes to controlling regulation of the line oil pressure PL is “0”, this corresponds to the lockup control range where control of engagement/release of the lockup clutch 26 is performed, and when the control oil pressure PSLT that contributes to controlling the line oil pressure PL exceeds “0”, this corresponds to the line oil pressure control range where regulation of the line oil pressure PL is controlled.
  • the acting area (pressure receiving area) of the control oil pressure PSLS supplied via the control port 215 b on the first spool 211 a is the same as the acting area (pressure receiving area) of the control oil pressure PSLT supplied via the control port 215 d on the second spool 211 b , so regulation of the line oil pressure PL is controlled with the higher oil pressure among the control oil pressures PSLS and PSLT.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Fluid Gearings (AREA)
US12/206,357 2007-09-10 2008-09-08 Oil pressure control apparatus Expired - Fee Related US7951026B2 (en)

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JP2007-234596 2007-09-10
JP2007234596A JP4577342B2 (ja) 2007-09-10 2007-09-10 油圧制御装置

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US7951026B2 true US7951026B2 (en) 2011-05-31

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US20140302965A1 (en) * 2013-04-08 2014-10-09 Toyota Jidosha Kabushiki Kaisha Hydraulic control device and control method of hydraulic control device
US9958063B2 (en) * 2014-02-20 2018-05-01 Jatco Ltd Hydraulic control device and method for controlling the same
US9970540B2 (en) * 2016-06-02 2018-05-15 GM Global Technology Operations LLC Transmission fluid pressure control systems and methods for continuously variable transmissions
US10047860B2 (en) * 2016-06-02 2018-08-14 GM Global Technology Operations LLC Pump switching control systems and methods for continuously variable transmissions
US10344810B2 (en) * 2017-05-05 2019-07-09 GM Global Technology Operations LLC CVT low oil pressure input clutch fill compensation
US10571016B2 (en) 2018-01-03 2020-02-25 GM Global Technology Operations LLC Electronic transmission range selection for a continuously variable transmission
US20210003203A1 (en) * 2019-07-01 2021-01-07 Team Industries, Inc. Uniform clamp actuated shift infinitely variable transmission system
US20210199187A1 (en) * 2018-10-22 2021-07-01 Jatco Ltd Continuously variable transmission
US20210254688A1 (en) * 2018-10-22 2021-08-19 Jatco Ltd Continuously variable transmission for vehicle
US20210341039A1 (en) * 2018-10-22 2021-11-04 Jatco Ltd Continuously variable transmission

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JP5494410B2 (ja) * 2010-10-21 2014-05-14 トヨタ自動車株式会社 車両用動力伝達装置の制御装置
WO2012117880A1 (ja) * 2011-03-01 2012-09-07 本田技研工業株式会社 ロックアップクラッチの制御装置
JP5668870B2 (ja) * 2011-12-08 2015-02-12 アイシン・エィ・ダブリュ株式会社 油圧制御装置
JPWO2014157544A1 (ja) * 2013-03-29 2017-02-16 アイシン・エィ・ダブリュ株式会社 油圧制御装置および油圧制御方法
KR101610105B1 (ko) * 2014-07-01 2016-04-08 현대자동차 주식회사 토크 컨버터의 유압제어회로
US9989146B1 (en) * 2017-04-05 2018-06-05 GM Global Technology Operations LLC Adaptive clutch slip learning for critical capacity clutch fusing in a continuously variable transmission
CN109307071B (zh) * 2017-07-26 2021-05-18 上海汽车集团股份有限公司 一种变速器电磁阀的特性曲线调整方法及装置

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US20140302965A1 (en) * 2013-04-08 2014-10-09 Toyota Jidosha Kabushiki Kaisha Hydraulic control device and control method of hydraulic control device
US9033852B2 (en) * 2013-04-08 2015-05-19 Toyota Jidosha Kabushiki Kaisha Hydraulic control device and control method of hydraulic control device
US9958063B2 (en) * 2014-02-20 2018-05-01 Jatco Ltd Hydraulic control device and method for controlling the same
US9970540B2 (en) * 2016-06-02 2018-05-15 GM Global Technology Operations LLC Transmission fluid pressure control systems and methods for continuously variable transmissions
US10047860B2 (en) * 2016-06-02 2018-08-14 GM Global Technology Operations LLC Pump switching control systems and methods for continuously variable transmissions
US10344810B2 (en) * 2017-05-05 2019-07-09 GM Global Technology Operations LLC CVT low oil pressure input clutch fill compensation
US10571016B2 (en) 2018-01-03 2020-02-25 GM Global Technology Operations LLC Electronic transmission range selection for a continuously variable transmission
US20210199187A1 (en) * 2018-10-22 2021-07-01 Jatco Ltd Continuously variable transmission
US20210254688A1 (en) * 2018-10-22 2021-08-19 Jatco Ltd Continuously variable transmission for vehicle
US20210341039A1 (en) * 2018-10-22 2021-11-04 Jatco Ltd Continuously variable transmission
US11754151B2 (en) * 2018-10-22 2023-09-12 Jatco Ltd Continuously variable transmission for vehicle
US11835134B2 (en) * 2018-10-22 2023-12-05 Jatco Ltd Continuously variable transmission
US12078235B2 (en) * 2018-10-22 2024-09-03 Jatco Ltd Continuously variable transmission
US20210003203A1 (en) * 2019-07-01 2021-01-07 Team Industries, Inc. Uniform clamp actuated shift infinitely variable transmission system
US11592100B2 (en) * 2019-07-01 2023-02-28 Team Industries, Inc. Uniform clamp actuated shift infinitely variable transmission system

Also Published As

Publication number Publication date
CN101387341B (zh) 2012-08-22
CN101387341A (zh) 2009-03-18
DE102008046305B4 (de) 2013-06-06
US20090065318A1 (en) 2009-03-12
DE102008046305A1 (de) 2009-03-12
JP4577342B2 (ja) 2010-11-10
JP2009068524A (ja) 2009-04-02

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